Big auto learned its lesson? It’s begging Trump not to blow up emissions rules
US Automakers are planning to ask Mr. Trump to retain President Biden’s EPA exhaust rules, in the face of signs that Mr. Trump might try to reverse them. If the rules are reversed, it would cost Americans hundreds of billions of dollars and thousands of deaths per year.
Interestingly, this is the opposite of what big auto did the last time a reality TV show came to the White House – signaling that they have perhaps learned their lesson this time ’round.
First, some history.
In the middle of the 20th century, the effects of human activity on the atmosphere became readily apparent. Certain cities – with Los Angeles among the forefront – were choked by smog, and it was soon found out that vehicle pollution was the primary reason for this smog.
Since Los Angeles was one of the most smog-choked cities, California led the way on clean air regulation, creating the California Air Resources Board in 1967 (under then-Governor Ronald Reagan).
The federal government gave California special dispensation to set stricter regulations than the rest of the country, in recognition that it had a unique smog problem in its primary metropolis. California has retained this dispensation, in the form of a “waiver,” since then. And other states can follow California’s rules, but only if they copy all of the rules exactly.
Thus, there have been two separate sets of clean air regulation in this country since then – the federal rules, and then the “CARB states” which follow California’s rules.
In 2012 that finally changed, when President Obama’s EPA negotiated with California to finally harmonize these standards and also implement higher fuel efficiency nationwide. This would have been a huge boon for both industry and consumers, saving money and giving regulatory certainty to the auto industry.
But then, in 2016, the candidate who got the 2nd most votes in the presidential election was headed for the White House. And automakers responded by immediately lobbying to torpedo these standards, even before inauguration.
Now, you might think that asking a profoundly ignorant individual, who ended up staffing the EPA with bought-and-sold science deniers (huh, that would never happen again would it?), to change rules which had already been set through years of negotiation and lobbying was not a great idea. And you’d be right.
Not long after automakers had the dumb idea to ask an idiot to fix something that wasn’t broken, that idiot went and broke things further, fracturing the agreement between California and the federal government and ensuring less regulatory certainty for automakers.
After realizing their blunder (which they could have avoided by, y’know, thinking at all about it beforehand), big auto relented and asked the government to please not implement the rollbacks automakers had asked for. Some companies even forged their own agreement with California.
But it was too late, and we are now back in the era of disparate regulatory regimes – something which John Bozzella, head of the Alliance for Automotive Innovation (formerly called Global Automakers), keeps complaining about these days, despite having lobbied for exactly this in the first place.
The US EPA and California are still not fully harmonized, but both released recent new standards which do have somewhat similar targets. If a manufacturer builds towards one set of rules, they’ll probably not be too far off from meeting the other.
So in the end, we did get better emissions regulations and California has continued to push forward with clean air regulations, thus signaling a failure on the part of Mr. Trump to cause the long term harm to Americans that he and his oil industry solicitors so desperately seem to desire.
The most recent EPA standards, finalized in March (after being softened at the auto industry’s request), do not mandate any particular powertrain, but rather require steep emissions cuts – and EVs are the easiest way to achieve lower emissions.
Notably, Tesla lobbied in favor of making this last set of standards stronger, and they also lobbied against ruining the Obama/CA standards in 2016 – being one of very few automakers who were on the correct side of that discussion.
Despite that the President Biden EPA’s rules do not mandate any particular powertrain, Mr. Trump, in his usual ignorance, has said that he will end the nonexistent EV mandate. And now that he has received more votes than his opponent for the first time (after three tries, and despite committing treason in 2021 for which there is a clear legal remedy), it looks like the upcoming EPA might be directed to end these emissions cuts and fuel/health cost savings for Americans.
But in this instance, it sounds like the automakers might actually do the right thing for once, and ask the government not to do any rollbacks, and instead let them continue on with the plans without disruption from a convicted felon who seems determined to cede a US EV manufacturing boom back to China.
Detroit’s Big Three automakers – GM, Ford and Stellantis – are all reportedly trying to figure out how to ensure that these rules stay in place. The mentality is that constantly changing regulations are not beneficial for companies – particularly in the auto realm, where models take on the order of 7 years to plan and execute. Long-term planning is important for the hundreds of billions in manufacturing investment that EVs have attracted in the US during Biden’s EV push.
These attitudes are notable, given that this is not what automakers did in 2016/2017. That time, they compulsively pushed for fewer regulations, and now they are asking for regulations to remain in place.
It’s further notable that Tesla CEO Elon Musk, whose company lobbied strongly in favor of emissions cuts and makes more use of the federal EV tax credit than any other company, is now allied with the very entity that’s looking to harm EVs. It seems that we have entered opposite world.
So it remains to be seen where we will go from here – on the one hand, doctors, nurses, scientists, environmental groups, many businesses, people who recognize that they have lungs which they would like to continue using, and so on, generally support the strongest regulation possible. Now, automakers have been added to the pile asking for strong regulations.
On the other hand, a former reality TV host – tagged along with by the CEO of the company that has sold more electric cars than any other – seem determined to kill electric cars, despite the harm that would cause to Americans’ pocketbooks and health insurance premiums. And that famously vindictive character may be even more spurred towards this harmful course of action after failing in his efforts the first time.
Who ya got?
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A new review of US Energy Information Administration (EIA) data by the SUN DAY Campaign reveals that solar delivered almost 9% of US electricity in the first half of 2025. Wind and solar combined produced just over one-fifth of the country’s electricity, while renewables as a whole hit nearly 28%.
Solar’s record-breaking growth
EIA’s latest monthly Electric Power Monthly report (with data through June 30, 2025) confirms that solar kept its streak as the fastest-growing major source of US electricity. In June 2025 alone, solar soared. Utility-scale solar power plants cranked out 30.1% more electricity than in June 2024, while rooftop and other small-scale solar systems grew by 10.5%. Combined, solar generation jumped 25% year-over-year and made up 10.2% of US electricity that month.
Looking at the first six months of 2025, utility-scale solar expanded by 37.6%, and small-scale systems rose 10.7%. Together, they grew nearly one-third (29.7%) compared to the same period in 2024. That meant solar provided 8.7% of all US electricity in January-June, up from 6.9% the year before.
That’s a milestone: Solar is now producing almost 45% more electricity than hydropower (6.0%), and it’s generating more than hydropower, biomass, and geothermal combined.
Wind is still a front-runner
Wind turbines supplied 11.6% of US electricity in the first half of 2025 — a 2.4% boost compared to the same time in 2024. Wind’s output was almost double hydropower’s contribution.
Wind + solar are beating coal and nuclear
Together, wind and solar accounted for 20.3% of total US electricity in the first half of 2025, up from 18.6% last year. That’s a bigger share than coal or nuclear. In fact, wind and solar generated 25% more electricity than coal and 15.6% more than nuclear over the same period.
Renewables overall are surging
All renewable sources combined – wind, solar, hydropower, biomass, and geothermal – generated 27.7% of US electricity from January through June 2025, up from 26.1% a year ago. Their output grew three times faster than total US electricity generation overall (9.2% vs. 3.0%). Renewables are now second only to natural gas, whose generation actually dropped 3.7% in the first half of the year.
Ken Bossong, executive director of the SUN DAY Campaign, added that this growth happened before the passage of the Trump/Republican “megabill,” which could slow future renewable expansion. “Nonetheless, EIA notes that US developers expect half of new electric generating capacity to come from solar in 2025 and another 13% from wind.”
Read more: EIA: Solar outproduced wind for the first time ever in May
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The new and improved Hyundai IONIQ 5, or the hot-selling Chevy Equinox EV? Which electric SUV makes the smarter lease? Here’s the rundown.
Over 607,000 electric vehicles were sold in the US in the first half of 2025, thanks to some big discounts. Many automakers are currently offering generous savings, as Trump’s “One Big Beautiful Bill” is set to end federal EV incentives at the end of September.
According to Cox Automotive’s latest EV Market Monitor report, EV incentives reached a record of nearly $8,500 in June, or about 15% off the average transaction price (ATP).
That’s more than double the incentives offered on gas-powered vehicles. Seven electric vehicles had an ATP below $40,000, including the Chevy Equinox EV. The Equinox EV was the top-selling EV in the price range.
Starting at just $34,995, GM calls it “America’s most affordable 315+ range EV.” The electric Equinox has already propelled Chevy to become the number two EV brand in the US behind Tesla.
Through the first half of the year, the Chevy Equinox EV accounted for nearly a third of GM’s electric vehicle sales. And it could have sold even more. A dealer in California reached out to Electrek, claiming they had to wait over a month to receive Equinox EV models. It’s now on track to be among the top three selling EVs in the US.
Which EV to lease: Chevy Equinox EV or Hyundai IONIQ 5
With leases starting at just $289 per month, it’s no wonder the electric SUV is flying off the lot. The offer is for 24 months with $3,909 due at signing.
Alternatively, you can opt for 0% APR financing for 60 months, which Chevy is offering on all 2025 electric vehicle models.
| 2025 Chevy Equinox EV trim | Starting Price | EPA-estimated Range | Monthly lease Price (August 2025) |
| LT FWD | $34,995 | 319 miles | $289 |
| LT AWD | $40,295 | 307 miles | $351 |
| RS FWD | $45,790 | 319 miles | $416 |
| RS AWD | $49,090 | 307 miles | $453 |
The base 2025 Chevy Equinox EV LT starts at $34,995 with up to 319 miles of range. The interior boasts up to 57.2 cu ft of space and a 17.7″ infotainment screen.
How does it compare to the IONIQ 5? Hyundai has upgraded its best-selling electric SUV with major improvements, including increased range (now up to 318 miles), a revamped interior and exterior, and a built-in NACS port to access Tesla Superchargers.
After cutting lease prices again last month, the new and improved 2025 Hyundai IONIQ 5 is now listed at just $179 per month.
In some places, such as California and other ZEV states, Hyundai is offering leases starting at as low as $159 per month.
However, that’s for the base SE mode, which has an EPA-estimated driving range of 245 miles. The longer-range IONIQ 5 SE RWD, with 318 miles range, can still be leased for just $199 per month right now. Both offers are for 24 months with $3,999 due at signing.
| 2025 Hyundai IONIQ 5 Trim | EV Powertrain | Driving Range (miles) | Starting Price* | Monthly lease price August 2025 |
| IONIQ 5 SE RWD Standard Range | 168-horsepower rear motor | 245 | $42,500 | $179 |
| IONIQ 5 SE RWD | 225-horsepower rear motor | 318 | $46,550 | $199 |
| IONIQ 5 SEL RWD | 225-horsepower rear motor | 318 | $49,500 | $209 |
| IONIQ 5 Limited RWD | 225-horsepower rear motor | 318 | $54,200 | $309 |
| IONIQ 5 SE Dual Motor AWD | 320-horsepower dual motor | 290 | $50,050 | $249 |
| IONIQ 5 SEL Dual Motor AWD | 320-horsepower dual motor | 290 | $53,000 | $259 |
| IONIQ 5 XRT Dual Motor AWD | 320 horsepower dual motor | 259 | $55,400 | $359 |
| IONIQ 5 Limited Dual Motor AWD | 320-horsepower dual motor | 269 | $58,100 | $299 |
Hyundai is also throwing in a complimentary ChargePoint Level 2 home charger with the purchase or lease of a new 2025 IONIQ 5. All IONIQ 5 trims are listed with 1.99% APR financing for up to 60 months.
The 2025 Hyundai IONIQ 5 offers up to 59.3 cu ft of cargo space with a dual 12.3″ driver display and infotainment system setup.
Both the Hyundai IONIQ 5 and Chevy Equinox EV are hard to pass up right now, with lease prices expected to be as low as they will ever be.
Looking to snag the savings while they last? You can use our links below to find offers on the Chevy Equinox EV and Hyundai IONIQ 5 near you.
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Nissan has officially confirmed the icon will be making a comeback. Although Nissan is no longer building GT-R models, CEO Ivan Espinosa said Godzilla will “evolve and reemerge” in the future. Here’s what we know so far.
Nissan confirms the GT-R will evolve and reemerge
It seems like we’ve been talking about the next-gen Nissan GT-R for years now. After the last model rolled off the production line at the automaker’s Tochigi plant in Japan on Tuesday, Nissan’s CEO made it clear that the GT-R will be making a comeback.
After bidding farewell to the R35, Espinosa gave the many GT-R fans worldwide hope, saying, “I want to tell you this isn’t a goodbye to the GT-R forever.”
He added that it’s Nissan’s “goal for the GT-R nameplate to one day make a return.” Although this is the end of the line for the R35, the company remains committed to the GT-R nameplate and wants to “reimagine it for a new generation.”
According to Espinosa, Nissan doesn’t have any finalized plans yet, but he promised that “the GT-R will evolve and reemerge in the future.”
Nissan says the next Godzilla will ensure the GT-R’s legacy lives on, but will pack even more performance. The big question is, what type of powertrain will it arrive with? Will it be electric? A hybrid? Or, will it still be gas-powered?
At the New York Auto Show in April, Ponz Pandikuthira, Senior Vice President and Chief Planning Officer for Nissan North America, told The Drive that the next GT-R will be a hybrid, rather than an all-electric.
However, Nissan previewed an electric GT-R a few years ago with the Hyper Force EV concept. The electric sports car concept was promoted as a “game-changing hyper EV” with over 1,300 horsepower (1,000 kW).
All that power is expected to come from solid-state batteries. Just last week, Nissan secured a partnership with LiCAP Technologies to produce all-solid-state EV batteries on a mass scale, one of the biggest hurdles to getting the new technology to market.
Since Nissan aims to launch its first EV powered by solid-state batteries in 2028, we could see the GT-R reemerge as a plug-in hybrid until the technology is ready.
Either way, it will likely be a few years before we see an electrified Godzilla. If it evolves into an EV or hybrid, it remains up in the air for now.
While Nissan says an all-electric GT-R won’t deliver the performance needed to live up to the nameplate, others are proving otherwise. BYD’s first electric supercar, the Yangwang U9, set a new EV speed record this week after hitting nearly 300 mph.
How do you feel about it? Should the GT-R go all-electric? Or will Nissan settle for a hybrid? Drop us a comment below and let us know which one you’d buy.
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